Following the rules is not enough — shiprecyclers have to go the extra mile

There is no universally accepted standard for what ‘green’ means in demolition, and it is time for that to change

A universal definition or common understanding of the term “green ship­recycling” is needed. No globally accepted rules and standards exist, although it is widely recognised that it should involve minimal impact on the environment and should be safe for workers.

The most universal standard for shiprecycl­ing, ­given the number of countries involved, is the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships 2009 (HKC).

The convention was attended by 63 countries and overseen by the IMO. So far, it has been ratified by Norway, the Republic of the Congo, France, Belgium, Panama and Denmark and is under active consideration by at least three other countries. But that’s not good enough: 15 countries representing 40% of world shipping by gross tonnage need to ratify the convention before it can come into force.

Another standard is the European Union’s Ship ­Recycling Regulation (SRR), which takes effect at the end of this month and applies to all vessels flying the flag of EU member states.

The effects of the SRR are still being discussed by the European Community Shipowners’ Association and all stakeholders.

Some shipowners have formulated their own ­res­ponsible shiprecycling standards, conducting ­inspections of facilities and processes to compile their lists of approved yards.

Certainly, green shiprecycling is a major concern to stakeholders. But, despite marked improvements by many recycling yards and an increasing number of shipowners recycling their vessels at HKC-approved facilities, there remains a “hanging sword of ­unacceptability” by some over the industry.

"Mere compliance should not be the sole objective. Capital investment in infrastructure is necessary, but the key to safety lies in understanding and following all practices and procedures"

Mere compliance with HKC and other regulations should not be the sole objective of shiprecyclers. Capital investment in infrastructure is necessary, but the key to safety really lies in properly understanding and following all practices and ­procedures.

Safety is paramount

This can be achieved only if systems are driven from the top, and with continuous training of workers. Safety is paramount. It should not be regarded as a hindrance to production, but needs to be ingrained in daily processes as a basic necessity.

Wirana Shipping chief executive Rakesh Khetan says more owners are now stipulating HKC as a mandatory method of recycling their vessels, thanks to the efforts of prominent cash buyers.

HKC-compliant recycling is now available at a reduced premium. This has been possible because many yards in Alang have received SOCs from international classification societies, including Rina of Italy and the Indian Register of Shipping.

A yard in Bangladesh has also received an SOC from Rina. The Bangladeshi government has shown its commitment with presentations at industry forums and has finalised a standard training manual for workers. It is now formulating plans for basic infrastructure ­requirements, which, when completed in two to three years, will encourage a lot of yards to ­obtain SOCs.

Wirana Shipping strongly believes that rapid, sustainable progress towards green recycling can be achieved by an inclusive approach at all levels. But “inclusive” has different meanings for each stakeholder.

Intercargo boss makes stark warning on scrapping capacity

For the yards, it means training all workers, and not restricting knowledge to management and supervisors. It means encouraging more shipowners to ­select HKC-compliant breakers, which is possible by providing information for decision-making and organis­ing workshops to spread awareness.

For countries, it means approving yards on individual merit, not geographical location. And for the world as a whole, there needs to be a universally ­accepted regulation covering the safe and environmentally sound recycling of ships.

Hitesh Vyas is vice president for the Middle East and green recycling coordinator at Wirana Shipping

Following the rules is not enough — shiprecyclers have to go the extra mile

Following the rules is not enough — shiprecyclers have to go the extra mile

There is no universally accepted standard for what ‘green’ means in demolition, and it is time for that to change

A universal definition or common understanding of the term “green ship­recycling” is needed. No globally accepted rules and standards exist, although it is widely recognised that it should involve minimal impact on the environment and should be safe for workers.

The most universal standard for shiprecycl­ing, ­given the number of countries involved, is the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships 2009 (HKC).

The convention was attended by 63 countries and overseen by the IMO. So far, it has been ratified by Norway, the Republic of the Congo, France, Belgium, Panama and Denmark and is under active consideration by at least three other countries. But that’s not good enough: 15 countries representing 40% of world shipping by gross tonnage need to ratify the convention before it can come into force.

Another standard is the European Union’s Ship ­Recycling Regulation (SRR), which takes effect at the end of this month and applies to all vessels flying the flag of EU member states.

The effects of the SRR are still being discussed by the European Community Shipowners’ Association and all stakeholders.

Some shipowners have formulated their own ­res­ponsible shiprecycling standards, conducting ­inspections of facilities and processes to compile their lists of approved yards.

Certainly, green shiprecycling is a major concern to stakeholders. But, despite marked improvements by many recycling yards and an increasing number of shipowners recycling their vessels at HKC-approved facilities, there remains a “hanging sword of ­unacceptability” by some over the industry.

"Mere compliance should not be the sole objective. Capital investment in infrastructure is necessary, but the key to safety lies in understanding and following all practices and procedures"

Mere compliance with HKC and other regulations should not be the sole objective of shiprecyclers. Capital investment in infrastructure is necessary, but the key to safety really lies in properly understanding and following all practices and ­procedures.

Safety is paramount

This can be achieved only if systems are driven from the top, and with continuous training of workers. Safety is paramount. It should not be regarded as a hindrance to production, but needs to be ingrained in daily processes as a basic necessity.

Wirana Shipping chief executive Rakesh Khetan says more owners are now stipulating HKC as a mandatory method of recycling their vessels, thanks to the efforts of prominent cash buyers.

HKC-compliant recycling is now available at a reduced premium. This has been possible because many yards in Alang have received SOCs from international classification societies, including Rina of Italy and the Indian Register of Shipping.

A yard in Bangladesh has also received an SOC from Rina. The Bangladeshi government has shown its commitment with presentations at industry forums and has finalised a standard training manual for workers. It is now formulating plans for basic infrastructure ­requirements, which, when completed in two to three years, will encourage a lot of yards to ­obtain SOCs.

Wirana Shipping strongly believes that rapid, sustainable progress towards green recycling can be achieved by an inclusive approach at all levels. But “inclusive” has different meanings for each stakeholder.

Intercargo boss makes stark warning on scrapping capacity

For the yards, it means training all workers, and not restricting knowledge to management and supervisors. It means encouraging more shipowners to ­select HKC-compliant breakers, which is possible by providing information for decision-making and organis­ing workshops to spread awareness.

For countries, it means approving yards on individual merit, not geographical location. And for the world as a whole, there needs to be a universally ­accepted regulation covering the safe and environmentally sound recycling of ships.

Hitesh Vyas is vice president for the Middle East and green recycling coordinator at Wirana Shipping

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